Track link for ground-engaging track having rail protrusion for anti-scalloping

ABSTRACT

A ground-engaging track system includes a track having a first track chain and a second track chain, and an idler having pockets formed in an outer idler rim to receive inboard rail protrusions on track links in the first track chain and the second track chain. The inboard rail protrusions project from an inboard link side, and a central pad of an upper rail surface in the track link includes an anti-scalloping bump-out formed on the inboard rail protrusion.

TECHNICAL FIELD

The present disclosure relates generally to a ground-engaging tracksystem, and more particularly to a track link and an idler structuredfor anti-scalloping.

BACKGROUND

A variety of machines utilize tracks as ground-engaging propulsionelements, notably track-type tractors. Sucks tracks typically have aplurality of rotatable track-contacting elements, including one or moreidlers, track rollers, a drive sprocket, and carrier rollers. Each oftwo tracks at opposite sides of the machine include track links arrangedin track chains forming endless loops moved about the rotatingtrack-contacting elements during operation. Demands placed upon suchmachines and their associated tracks during service can be quitesubstantial, with high torsional loads, shearing loads, impacts, andothers. Ground-engaging tracks are commonly robustly built to provide anoperating life of hundreds, even more preferably thousands, of fieldservice hours despite significant stresses, strain, and material wear.

Understanding and managing wear phenomena in machine tracks has receivedconsiderable engineering attention in recent years. The wear phenomenaand wear rates experienced by machine track are typically a result ofhow the machine is used, the skill and experience of the operator, andthe particular underfoot conditions and substrate materials in theoperating environment. Machines operated in sandy materials, forinstance, tend to experience component wear relatively more rapidly thanmachines used in soil and/or clay, coal, landfill waste, or hard rockenvironments. Field service life of machine track tends to vary basedupon the factors mentioned above as well as the design of the trackcomponents themselves.

Machine track components can be relatively expensive to service andreplace, and require machine downtime, and thus engineering efforts inthis field have often focused on reducing and managing wear between andamong components. Track links can experience a well-known wear phenomenaknown as “scalloping,” where a center region of the track link wearsrelatively rapidly. Tracks that have experienced scalloping wear willtend to have lost relatively more material in the center region thantoward the ends, resulting in an uneven track rail surface. The rotatingelements contacting a scalloped track will tend to bump up and down,potentially affecting ride quality and, in some instances, impacting thequality of work efforts such as grading that are performed by themachine. Some tractor types tend to be more susceptible than others todegradation of performance and/or ride quality than others. One strategyfor addressing scalloping is set forth in U.S. Pat. No. 9,045,180, wheretrack links are formed such that their upper rail surfaces includesacrificial wear material in a convex longitudinal profile that delaysscallop formation.

SUMMARY OF THE INVENTION

In one aspect, a track link for a ground-engaging track includes anelongate link body having an inboard link side, an outboard link side, afirst link strap having a first track pin bore formed therein andextending between the inboard link side and the outboard link side, asecond link strap having a second track pin bore formed therein andextending between the inboard link side and the outboard link side, anda middle section. The elongate link body further includes a lowershoe-mounting surface, and an upper rail surface. The upper rail surfaceincludes a central pad formed on the middle section, a first legextending from the central pad onto the first link strap, and a secondleg extending from the central pad onto the second link strap. Themiddle section of the elongate link body includes an inboard railprotrusion, projecting from the inboard link side, and the central padincudes an anti-scalloping bump-out formed on the inboard railprotrusion.

In another aspect, a track link for a ground-engaging track includes anelongate link body having an inboard link side, an outboard link side, afirst link strap having a first track pin bore formed therein andextending between the inboard link side and the outboard link side, asecond link strap having a second track pin bore formed therein andextending between the inboard link side and the outboard link side, anda middle section. The elongate link body further includes a lowershoe-mounting surface, and an upper rail surface. The upper rail surfaceincludes an outboard edge, and an inboard edge, and forms a central padupon the middle section that extends longitudinally between the firstlink strap and the second link strap, and latitudinally between theoutboard edge and the inboard edge. The central pad includes ascalloping-insensitive first region adjacent to the first link strap, ascalloping-insensitive second region adjacent to the second link strap,and a scalloping-sensitive middle region. The scalloping-sensitivemiddle region has a diameter that is enlarged, relative to diameters ofthe scalloping-insensitive first region and the scalloping-intensivesecond region, to provide an anti-scalloping surface area for retardingscalloping of the upper rail surface.

In still another aspect, a track link for a ground-engaging trackincludes an elongate link body having an inboard link side, an outboardlink side, a first link strap having a first track pin bore formedtherein and extending between the inboard link side and the outboardlink side, a second link strap having a second track pin bore formedtherein and extending between the inboard link side and the outboardlink side, and a middle section. The elongate link body further includesa lower shoe-mounting surface, and an upper rail surface. The upper railsurface includes an outboard edge, and an inboard edge, and forms acentral pad upon the middle section extending between the first linkstrap and the second link strap, and between the outboard edge and theinboard edge. The inboard edge extends longitudinally between the firstlink strap and the second link strap, and has an inboard edge profilethat is bumped-out, in an inboard direction, within the middle sectionto provide a locally enlarged surface area of the central pad forretarding scalloping of the upper rail surface.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagrammatic view of a portion of a ground-engaging tracksystem, according to one embodiment;

FIG. 2 is another diagrammatic view of a portion of the ground-engagingtrack system of FIG. 1 ;

FIG. 3 is a side view of a track link, according to one embodiment;

FIG. 4 is a perspective view of a track link, according to oneembodiment;

FIG. 5 is a top view of a track link, according to one embodiment;

FIG. 6 is an end view of a track link, according to one embodiment;

FIG. 7 is a perspective view of an idler, according to one embodiment;

FIG. 8 is a side view of an idler, according to one embodiment;

FIG. 9 is a sectioned view through a portion of an idler, according toone embodiment; and

FIG. 10 is a perspective view of a portion of an idler, according to oneembodiment.

DETAILED DESCRIPTION

Referring to FIG. 1 , there is shown a ground-engaging track system 10for a machine, according to one embodiment. Ground-engaging track system(hereinafter “track system 10”) can be used in a track-type tractorhaving field service applications in construction, mining, forestry, orother industries. Track system 10 includes a track 12 having a firsttrack chain 14 and a second track chain 16, and is structured to form anendless loop extending about a plurality of rotatable track-contactingelements. First track chain 14 and second track chain 16 each includetrack links 36 and 38, respectively, in an end-to-end arrangement, andhaving, respectively, a first track rail 40 and a second track rail 42.Referring also to FIG. 2 , track 12 includes a plurality of track pins18 coupling first track chain 14 to second track chain 16. Track links36 and track links 38 in first track chain 14 and second track chain 16each include a lower shoe-mounting surface 44, illustrated in a tracklink 36 of track chain 14 in FIG. 2 , and an upper rail surface 46 and47, respectively. Upper rail surface 46 and upper rail surface 47 formsegments of the respective first track rail 40 and second track rail 42.

Also depicted in FIG. 1 is a track roller frame 22, and a track roller24 coupled by way of mounts 26 to track roller frame 22 using bolts 28.Track system 10 can be a so-called hard-bottom track system for ahard-bottom tractor, where track roller 24, and other track rollers notillustrated in FIG. 1 , are rigidly mounted to track roller frame 22.Hard-bottom tractors are commonly used in applications where a substratematerial in a work area is graded to a relatively level, or relativelyprecisely contoured, elevation. With the appropriate use of monitoringand control equipment, and operator skill, hard-bottom tractors havebeen demonstrated to be well suited for such applications includingconstruction sites, golf courses road and parking lot substrates, andstill others. Such applications can differ from those of tractors wherea suspension system is provided for managing shocks and vibrations thatcan be transmitted between a track and a track roller frame by way oftrack rollers or other components. As will be further apparent from thefollowing description, track system 10 is adapted for retarding scallopformation in track links 36 and 38 over time, implementing designstrategies for hard-bottom tractors where certain known anti-scallopingtechniques may be undesirable or inferior.

Ground-engaging track shoes 20 may be attached to first track chain 14and second track chain 16, and in the illustrated embodiment utilizebolts 30 extending through track links 36 and 38, and through trackshoes 20 and nuts 32 in a generally conventional manner. Track roller 24rotates in contact with first track rail 40 and second track rail 42,and includes roller flanges 34 that are positioned outboard of firsttrack rail 40 and second track rail 42, while track roller 24 and othertrack rollers not illustrated support a majority of a weight of theassociated machine. Track links 36 and 38 in first track chain 14 andsecond track chain 16 each further include an inboard rail protrusion 48and 49, respectively, extending from inboard link body sides of tracklinks 36 and 38. Upper rail surfaces 46 and 47 each include ananti-scalloping bump-out 50 and 51, formed upon the respective inboardrail protrusions 48 and 49. In the illustrated embodiment track links 36and 38 are mirror images of one another, and description of track links36 should be understood to refer by way of analogy to track links 38.Moreover, description of a track link 36 in the singular should beunderstood to refer to any of the track links in first track chain 14,or in track chain 16. In the illustration of FIG. 2 , shoe bolting bores35 are shown as they might appear with the associated track shoe 20removed. Also shown in FIG. 2 is an idler 110 having an outer idler rim116. Idler 110 may be designed to rotate passively in contact with firsttrack rail 40 and second track rail 42, and is specially shaped toaccommodate anti-scalloping bump-outs 50 and 51, as further discussedherein.

Referring now to FIGS. 3 and 4 , there are shown features of track link36 in additional detail. Track link 36 includes an elongate link body 52having an inboard link side 54, an outboard link side 56, a first linkstrap 58, and a second link strap 61. First link strap 58 has a firsttrack pin bore 60 formed therein and extending between inboard link side54 and outboard link side 56. Second link strap 61 has a second trackpin bore 62 formed therein and extending between inboard link side 54and outboard link side 56. Elongate link body 52 further includes amiddle section 64. Upper rail surface 46 includes a central pad 66formed on middle section 64. A first leg 68 of upper rail surface 46extends from central pad 66 onto first link strap 58. A second leg 70 ofupper rail surface 46 extends from central pad 66 onto second link strap61. As noted above, track link 36 also includes an inboard railprotrusion 48. Inboard rail protrusion 48 projects from inboard linkside 54. Central pad 66 includes an anti-scalloping bump-out 50 formedon inboard rail protrusion 48. During operation, idler 110 may slideinto and out of contact with upper rail surface 46, giving rise to arelatively greater rate of material wear generally toward a middle partof central pad 66 as compared to first leg 68 and second leg 70, andother parts of central pad 66 not subjected to sliding contact. Firstleg 68 and second leg 70 are laterally offset from one another, andfirst leg 68, second leg 70, and central pad 66 define a common plane.The relatively greater rate of material wear upon central pad 66 would,unless ameliorated, tend to give rise to scallop formation earlier thanis desired, ultimately causing upper rail surface 46 to assume a concaveform, potentially affecting ride quality and/or machine performance. Asfurther discussed herein, inboard rail protrusion 58, and in particularanti-scalloping bump-out 50, provides additional available wear materialby way of locally increased surface area that retards scallop formationin response to contact with idler 110. Since sliding contact tends notto occur, or significantly less so, when idler 110 comes into and out ofcontact with first leg 68 and second leg 70 than with parts of centralpad 66, the rate of material wear upon first leg 68 and second leg 70can be relatively slow, and these parts of upper rail surface 46 can beconsidered relatively scalloping-insensitive compared to regions wheresliding contact does occur. Analogously, parts of central pad 66adjacent to first leg 68 and second leg 70 can also be relativelyscalloping-insensitive. Central pad 66 may thus be understood to have ascalloping-insensitive first region 96 adjacent to first link strap 58,and a scalloping-insensitive second region 98 adjacent to second linkstrap 61. Central pad 66 is also understood to include ascalloping-sensitive middle region 99 that extends longitudinallybetween scalloping-insensitive first region 96 andscalloping-insensitive second region 98. Scalloping-sensitive middleregion 99 includes a diameter that is enlarged, relative to diameters ofscalloping-insensitive first region 96 and scalloping-insensitive secondregion 98, as further discussed herein, to provide the locally enlargedanti-scalloping surface area for retarding scalloping of upper railsurface 46 in response to contact with idler 110.

Referring also now to FIG. 5 and FIG. 6 , upper rail surface 46 includesan outboard edge 72 and an inboard edge 74, and defines a latitudinalmidline 76 extending between inboard edge 74 and outboard edge 72.Anti-scalloping bump-out 50 extends fore and aft of latitudinal midline76. In a practical implementation strategy, anti-scalloping bump-out 50is centered fore-aft, and symmetrical, about latitudinal midline 76. Itcan also be noted, particularly in reference to FIG. 5 , that outboardedge 72 has an outboard edge profile extending substantially an entiretyof a longitudinal length of central pad 66 and first leg 68, that islinear. Inboard edge 74 includes an inboard edge profile having a firstlinear segment 78, a second linear segment 80, each parallel to theoutboard edge profile, and a bumped-out segment 82 extending betweenfirst linear segment 78 and second linear segment 80. A first nut seatwindow 84 and a second nut seat window 86 are formed in middle section64 on opposite sides of latitudinal midline 76. First linear segment 78overlaps, longitudinally, with first nut seat window 84. Second linearsegment 80 overlaps, longitudinally, with second nut seat window 86. Atleast a portion of inboard rail protrusion 48, is longitudinally betweenfirst nut seat window 84 and second nut seat window 86. It can also benoted from FIG. 5 that a latitudinal first line 92 is defined at a firstorigin 93 of anti-scalloping bump-out 50, corresponding to anintersection of bumped-out segment 82 and first linear segment 78. Alatitudinal second line 94 is defined at a second origin 95 ofanti-scalloping bump-out 50, corresponding to an intersection ofbumped-out segment 82 and second linear segment 80.Scalloping-insensitive first region 96 can be understood as the regionof upper rail surface 46 and central pad 66 that extends betweenlatitudinal first line 92 and first leg 68. Scalloping-insensitivesecond region 98 can be understood as the portion of upper rail surface46 and central pad 66 that extends from latitudinal second line 94 tosecond leg 70. An anti-scalloping surface area of central pad 66 isdefined by central pad 66 as bounded fore-aft by latitudinal first line92 and latitudinal second line 94. A first corner or transition 101adjoins first linear segment 78 and transitions to first leg 68. Asecond corner or transition 102 is generally opposite to firsttransition 101 upon track link 36.

It will be recalled that scalloping-sensitive middle region 99 has adiameter that is enlarged, relative to diameters ofscalloping-insensitive first region 96 and scalloping-insensitive secondregion 98, providing an enlarged or expanded anti-scalloping surfacearea for retarding scalloping of upper rail surface 46 in response tocontact with idler 110. With continued reference to FIG. 5 , there isshown at numeral 88 the bumped-out diameter formed by central pad 66within anti-scalloping bump-out 50. A second diameter 90 is formed bycentral pad 66 outside of anti-scalloping bump-out 50. FIG. 5 shows indashed lines one example range of bumped-out diameter 88 relative tosecond diameter 90. In other words, it has been discovered that a rangeof diameters formed by anti-scalloping bump-out 50 can be well-suited toprovision of the enlarged surface area for retarding scalloping whilebalancing factors such as link size and shape, manufacturability, andcompatibility with other components of track system 10 as furtherdiscussed herein.

In one practical implementation strategy, a ratio of bumped-out diameter88 to second diameter 90 is from 1.2:1 to 1.6:1. In a refinement, theratio of bumped-out diameter 88 to second diameter 90 is from 1.3:1 to1.4:1. As discussed above, the anti-scalloping surface area is boundedfore-aft by latitudinal first line 92 and latitudinal second line 94.Anti-scalloping bump-out 50 may form from 15% to 30% of theanti-scalloping surface area that is, the total surface area of upperrail surface 46 between lines 92 and 94. In a refinement,anti-scalloping bump-out 50 forms from 17% to 19% of the anti-scallopingsurface area. In one more specific example, a fore-aft running lengthbetween origin 93 and origin 94 may be about 4 millimeters. Bumped-outdiameter 88 in this example may be about 6 millimeters, and seconddiameter 90 may be about 24 millimeters. It will further be appreciatedthat second diameter 90 in scalloping-insensitive first region 96 may beequal to an analogously defined diameter in scalloping-insensitivesecond region 98. The term “about” can be understood to be approximate,as will be understood by one in the relevant art, or within measurementerror. Bumped-out segment 82 forms a boundary of the locally enlargedsurface area.

Turning now to features of idler 110, and in reference now to FIGS. 7-10, idler 110 may be structured for mounting to track roller frame 22, andincludes an idler body 112 defining an axis of rotation 114. Idler body112 is one-piece in the illustrated embodiment, but could include anidler hub with one or more attached outer rim pieces in others. Idler110 also includes an outer idler rim 116 extending circumferentiallyaround axis of rotation 114. It will be recalled, as noted in referenceto FIG. 2 , that idler 110 may be structurally designed to be compatiblewith the inboard profiles of track links 46 and 48 in first track chain14 and second track chain 16. Axis of rotation 114 extends between afirst axial idler body end 120 and a second axial idler body end 122,with central bore 118 being structured to receive a support shaft forrotatably mounting idler 110 in track roller frame 22. Outer idler rim116 includes a central flange 124 projecting radially outward, andflanked by a first rail contact surface 126 extending axially inwardfrom first axial idler body end 120 and a second rail contact surface128 extending axially inward from second axial idler body end 122. Arecess 142 is formed at a first axial side of idler body 112, and asecond recess 144 is formed at a second axial side of idler body 112. Athin web 146 extends radially inward from outer idler rim 116. Centralflange 124 includes a cylindrical outer flange surface 148. A first setof pockets 130 are formed in central flange 124 adjacent to first railcontact surface 126 and arranged in a regular circumferentialdistribution about axis of rotation 114. A second set of pockets 140 areformed in central flange 124 adjacent to second rail contact surface 128and arranged in a regular circumferential distribution about axis ofrotation 114.

First set of pockets 130 and second set of pockets 140 are arranged,respectively, in rolling register with inboard rail protrusions 48 and49 of track links 46 and 48 in the respective first track chain 14 andsecond track chain 16. First set of pockets 130 and second set ofpockets 140 are formed in central flange 124 and adjacent, respectively,to first rail contact surface 26 and second rail contact surface 28. Asnoted, first set of pockets 130 and second set of pockets 140 arearranged in rolling register with inboard rail protrusions 48 and 49.Accordingly, as idler 110 rotates in contact with track 12, with firstrail contact surface 126 riding on first track rail 40 and second railcontact surface 128 riding on second track rail 42, inboard railprotrusions 48 and 49 may be received into and then out of first set ofpockets 130 and second set of pockets 140, respectively.

In one implementation, additional pockets 131 are formed in centralflange 124 adjacent to first rail contact surface 126, but positionednot in rolling register with inboard rail protrusion(s) 48. Analogously,additional pockets 141 may be formed in central flange 124 adjacent tosecond rail contact surface 128 but not in rolling register with inboardrail protrusions 49. Pockets 131 may be understood as a third set ofpockets and pockets 141 as a fourth set of pockets, with each of thirdset of pockets 131 and fourth set of pockets 141 indexed to, but not inrolling register with, inboard rail protrusions 48 and 49 of track links46 and 48 in first track chain 14 and second track chain 16,respectively. This arrangement can enable idler 110 to be rotatedrelative to components of track 12 to compensate for wear, for example.Another way to understand this configuration is that some of the pocketsin idler 110 that accommodate rail protrusions will receive the inboardrail protrusions during operation, and some will not, but will insteadbe positioned between inboard rail protrusions of adjacent track links.Pockets 130, 131, and 140, 141, may otherwise be identically shaped andarranged, such that idler 110 can be rotated an amount equal to onetrack pitch distance, one-half track pitch distance, one-third trackpitch distance, et cetera, depending upon the number and arrangement ofthe pockets, to provide a new interface of idler 110 each time track 12is serviced.

Pockets 130 in the first set and pockets 140 in the second set may begenerally identical, but mirror images of one another. Pockets 130 andpockets 140 may each define a pocket running length 154 extendingcircumferentially around axis of rotation 114, a pocket axial depth 156,and a pocket radial depth 158. Pocket running length 154 may be greaterthan pocket radial depth 158, and pocket radial depth 158 may be greaterthan pocket axial depth 156. Idler body 112 may further include a firstset of side lugs 150 in an alternating arrangement with first set ofpockets 130, and a second set of side lugs 152 in an alternatingarrangement with second set of pockets 140. As noted above, cylindricalouter flange surface 148 is formed on central flange 124. Side lugs 150and side lugs 152 each include outer lug faces 162 and 164,respectively. Outer lug faces 162 and 164 slope from first rail contactsurface 126 and second rail contact surface 128, respectively, inaxially inward and radially inward directions toward cylindrical outerflange surface 148. It can also be noted that first set of pockets 130each open in a radially outward direction, and in a first axialdirection toward first idler body axial end 120. Second set of pockets140 each open in a radially outward direction, and in a second axialdirection, toward second axial idler body end 122. Side lugs 150 andside lugs 152 may each have a trapezoidal shape. Pockets 130 and pockets140 may each have an inverted trapezoidal shape, and form a taperopening in a radially outward direction. With reference in particularnow to FIGS. 9 and 10 , central flange 124 defines a flange axialthickness 160. A radio of pocket axial depth 158 to flange axialthickness 160 may be from 0.1:1 to 0.3:1. In a refinement, the ratio ofpocket axial depth 158 to flange axial thickness 160 is from 0.13:1 to0.27:1. In one specific example, pocket axial depth 158 may be fromabout 4 millimeters to about 10 millimeters. These relative proportionsand dimensions enable idler 110 to fit with and accommodate tracks suchas track 12 equipped with inboard rail protrusions for retardingscalloping.

INDUSTRIAL APPLICABILITY

Referring to the drawings generally, as track system 10 is operated,track 12 may be advanced about the various rotatable track-contactingelements in forward directions, reverse directions, and started,stopped, and reversed many times. As track 12 rotates about idler 110,as well as a second idler where used, upper rail surfaces 46 and 47 willcontact rail contact surfaces 126 and 128. Pivoting between links 46 and48 in the respective track chains 14 and 16 as links 46 and 48 rotateinto and out of contact with idler 110 will tend to cause sliding in acontact “patch” that is generally centered about the latitudinal midlineof each track link, corresponding to scalloping-sensitive region 99. Thesliding contact wears away material at a relatively greater rate inscalloping-sensitive region 99 than at other locations of upper railsurface 46. The locally enlarged surface area provided byanti-scalloping bump-out 50 upon inboard rail protrusion 48 providesadditional surface area of material to be worn as compared to otherparts of the link. Accordingly, even though the wear conditions arerelatively more severe at the portions of the links where slidingcontact occurs, the effective wear rate into elongate link body 42 fromupper rail surface 46 is slowed, ultimately causing the track links towear more uniformly longitudinally along the upper rail surfaces, andscalloping more slowly than what is typically observed.

With regard to idler 110, in certain known idler configurations, acentral flange would contact track links for guiding purposesapproximately at a longitudinal center of the track link upon theinboard side. By providing the pocketed configuration in idler 110, theadditional material added to the track links does not obstruct orotherwise interfere with intended track guiding operation, and thelocations of such guiding contact are moved, relative to non-pocketedidlers, into the pockets themselves.

The present description is for illustrative purposes only, and shouldnot be construed to narrow the breadth of the present disclosure in anyway. Thus, those skilled in the art will appreciate that variousmodifications might be made to the presently disclosed embodimentswithout departing from the full and fair scope and spirit of the presentdisclosure. Other aspects, features and advantages will be apparent uponan examination of the attached drawings and appended claims. As usedherein, the articles “a” and “an” are intended to include one or moreitems, and may be used interchangeably with “one or more.” Where onlyone item is intended, the term “one” or similar language is used. Also,as used herein, the terms “has,” “have,” “having,” or the like areintended to be open-ended terms. Further, the phrase “based on” isintended to mean “based, at least in part, on” unless explicitly statedotherwise.

What is claimed:
 1. A track link for a ground-engaging track comprising:an elongate link body including an inboard link side, an outboard linkside, a first link strap having a first track pin bore formed thereinand extending between the inboard link side and the outboard link side,a second link strap having a second track pin bore formed therein andextending between the inboard link side and the outboard link side, anda middle section; the elongate link body further having a lowershoe-mounting surface, and an upper rail surface; the upper rail surfaceincluding a central pad formed on the middle section, a first legextending from the central pad onto the first link strap, and a secondleg extending from the central pad onto the second link strap; and themiddle section of the elongate link body including an inboard railprotrusion, projecting from the inboard link side, and the central padincluding an anti-scalloping bump-out formed on the inboard railprotrusion; and the upper rail surface includes an outboard edge and aninboard edge, and defines a latitudinal midline extending between theinboard edge and the outboard edge, and the anti-scalloping bump-outextends fore and aft of the latitudinal midline.
 2. The track link ofclaim 1 wherein the first leg and the second leg are laterally offsetfrom one another, and the first leg, the second leg, and the central paddefine a common plane.
 3. The track link of claim 1 wherein the outboardedge has an outboard edge profile that is linear, and the inboard edgeincludes an inboard edge profile having a first linear segment, a secondlinear segment, each parallel to the outboard edge profile, and abumped-out segment extending between the first linear segment and thesecond linear segment.
 4. The track link of claim 3 wherein: a first nutseat window and a second nut seat window are formed in the middlesection on opposite sides of the latitudinal midline; the first linearsegment overlaps, longitudinally, with the first nut seat window, andthe second linear segment overlaps, longitudinally, with the second nutseat window.
 5. The track link of claim 1 wherein the upper rail surfacehas a bumped-out diameter formed by the central pad within theanti-scalloping bump-out, and a second diameter formed by the centralpad outside of the anti-scalloping bump-out, and a ratio of thebumped-out diameter to the second diameter is from 1.2:1 to 1.6:1. 6.The track link of claim 5 wherein the ratio of the bumped-out diameterto the second diameter is from 1.3:1 to 1.4:1.
 7. The track link ofclaim 1 wherein: a latitudinal first line is defined at a first originof the anti-scalloping bump-out; a latitudinal second line is defined ata second origin of the anti-scalloping bump-out; and an anti-scallopingsurface area is defined by the central pad as bounded fore-aft by thelatitudinal first line and the latitudinal second line.
 8. The tracklink of claim 7 wherein the anti-scalloping bump-out forms from 15% to30% of the anti-scalloping surface area.
 9. The track link of claim 8wherein the anti-scalloping bump-out forms from 17% to 19% of theanti-scalloping surface area.
 10. A track link for a ground-engagingtrack comprising: an elongate one-piece link body including an inboardlink side, an outboard link side, a first link strap having a firsttrack pin bore formed therein and extending between the inboard linkside and the outboard link side, a second link strap having a secondtrack pin bore formed therein and extending between the inboard linkside and the outboard link side, and a middle section; the elongate linkbody further having a lower shoe-mounting surface, and an upper railsurface; the upper rail surface including an outboard edge, and aninboard edge, and forming a central pad upon the middle section thatextends longitudinally between the first link strap and the second linkstrap, and latitudinally between the outboard edge and the inboard edge;the central pad having a scalloping-insensitive first region adjacent tothe first link strap, a scalloping-insensitive second region adjacent tothe second link strap, and a scalloping-sensitive middle region; and thescalloping-sensitive middle region having a diameter that is enlarged,relative to diameters of the scalloping-insensitive first region and thescalloping-insensitive second region, to provide an anti-scallopingsurface area for retarding scalloping of the upper rail surface, whereinthe track link includes an inboard rail protrusion, projecting from theinboard link side, and the scalloping-sensitive middle region includesan anti-scalloping bump-out formed on the inboard rail protrusion. 11.The track link of claim 10 wherein: a latitudinal first line is definedat a first origin of the anti-scalloping bump-out; a latitudinal secondline is defined at a second origin of the anti-scalloping bump-out; andthe anti-scalloping surface area extends from the latitudinal first lineto the latitudinal second line, and from 15% to 30% of theanti-scalloping surface area is formed on the anti-scalloping bump-out.12. The track link of claim 11 wherein from 17% to 19% of theanti-scalloping surface area is formed on the anti-scalloping bump-out.13. The track link of claim 11 wherein the upper rail surface has abumped-out diameter between the inboard edge and the outboard edgewithin the scalloping-sensitive middle region, and a second diameterthat is equal within each of the scalloping-insensitive first region andthe scalloping-insensitive second region.
 14. The track link of claim 13wherein a ratio of the bumped-out diameter to the second diameter isfrom 1.2:1 to 1.6:1.
 15. The track link of claim 14 wherein the ratio ofthe bumped-out diameter to the second diameter is from 1.3:1 to 1.4:1.16. A track link for a ground-engaging track comprising: an elongatelink body including an inboard link side, an outboard link side, a firstlink strap having a first track pin bore formed therein and extendingbetween the inboard link side and the outboard link side, a second linkstrap having a second track pin bore formed therein and extendingbetween the inboard link side and the outboard link side, and a middlesection; the elongate link body further having a lower shoe-mountingsurface, and an upper rail surface; the upper rail surface including anoutboard edge, and an inboard edge, and forming a central pad upon themiddle section extending between the first link strap and the secondlink strap, and between the outboard edge and the inboard edge; and theinboard edge extending longitudinally between the first link strap andthe second link strap, and having an inboard edge profile that isbumped-out, in an inboard direction, at a location within the middlesection to provide a locally enlarged surface area of the central padfor retarding scalloping of the upper rail surface; and the inboard linkside including an inboard link side profile, perpendicular to theinboard edge profile, that is bumped-out, in the inboard direction, atthe location within the middle section, wherein the outboard edge has anoutboard edge profile that is linear, and the inboard edge includes aninboard edge profile having a first linear segment, a second linearsegment, each parallel to the outboard edge profile, and a bumped-outsegment extending between the first linear segment and the second linearsegment and forming a boundary of the locally enlarged surface area,wherein: a first nut seat window and a second nut seat window are formedin the middle section; the first linear segment overlaps,longitudinally, with the first nut seat window, and the second linearsegment overlaps, longitudinally, with the second nut seat window; andthe elongate link body further includes an inboard rail protrusion, andthe bumped-out segment is formed by the inboard edge upon the inboardrail protrusion.